Regulator for Heavy-Duty Vehicle Tire Inflation Systems

This application claims the benefit of U.S. Provisional Patent Application Nos. 63/673,810, filed Jul. 22, 2024, and 63/678,158, filed Aug. 1, 2024.

The present invention relates generally to tire inflation systems for heavy-duty vehicles. In particular the present invention relates to tire inflation systems for heavy-duty vehicles incorporating fluid pressure regulators. More particularly, the present invention relates to a mechanical regulator for heavy-duty vehicle tire inflation systems, the regulator having a locking mechanism integrated into the bonnet or spring seat of the regulator to provide accurate selection and retention of a target pressure for the tires of the heavy-duty vehicle, thereby minimizing or eliminating drift of the target pressure during operation.

The use of tire inflation systems in heavy-duty vehicles is well-known. For the purposes of clarity and convenience, reference is made to a heavy-duty vehicle with the understanding that such reference includes trucks, tractor-trailers or semi-trailers, trailers, and the like. A heavy-duty vehicle typically includes multiple tires requiring inflation with air to target pressures for optimal performance. The relatively large number of tires on any given heavy-duty vehicle configuration makes it difficult to manually check and maintain the optimal tire pressure for each and every tire. This difficulty is compounded by the fact that heavy-duty vehicles in a fleet may be located at a site for an extended period of time, during which the tire pressure might not be checked. Any one of these heavy-duty vehicles might be placed into service at a moment's notice, leading to the possibility of operation with under- or over-inflated tires. Operating heavy-duty vehicles with under-inflated tires may adversely affect the performance and service-life of the tires, potentially resulting in damage to and/or failure of the tires.

Tire inflation systems have been developed to maintain the tires of heavy-duty vehicles at a target pressure. Tire inflation systems typically operate by inflating tires with air from an air supply using a variety of different components, arrangements, and/or methods. For instance, some tire inflation systems have utilized prior art manually-adjustable, mechanical regulators designed to provide a preselected output or delivery pressure to the tires. Such prior art mechanical regulators generally have one or more interconnected or integrally-formed sections. In particular, prior art mechanical regulators typically include a regulator section having a valve assembly that selectively controls fluid flow through the regulator to the tires of the heavy-duty vehicle. Prior art mechanical regulators also typically include a manual operation section that provides an adjustment mechanism, such as an adjustment screw, that interconnects with the valve assembly to specify or set the fluid pressure delivered to the tires of the heavy-duty vehicle.

More particularly, the manual operation section typically includes a bonnet with an opening for receiving the adjustment screw rotatably disposed within the opening. The adjustment screw abuts or engages a platform or spring seat disposed within the bonnet. The spring seat, in turn, engages an upper end of a coiled adjustment spring that extends along the interior of the bonnet, abutting or engaging a diaphragm separating the manual operation section and regulator section. The diaphragm generally engages a portion of the valve assembly within the regulator section, such that flexion of the diaphragm alters operation of the valve assembly. As a result, rotation of the adjustment screw advances or retracts the adjustment screw within the bonnet, altering the working height of the spring. In turn, the spring increases or decreases the force reacting against the spring seat, increasing or decreasing the compression of the spring. In turn, the spring increases or decreases force on the diaphragm, altering the position of the diaphragm, which, in turn, alters the operation of the valve assembly, thereby altering the delivery pressure, and thus the target pressure for the tires of the heavy-duty vehicle.

While satisfactory for their intended purpose, prior art mechanical regulators have limitations, disadvantages, and drawbacks. For instance, as discussed above, prior art mechanical regulators typically utilize the adjustment screw to alter working height of the spring within the bonnet of the manual operation section in order to establish the target pressure for, and thus the delivery pressure to, the tires of the heavy-duty vehicle. However, during operation of the heavy-duty vehicle, prior art mechanical regulators are generally exposed to high vibrations, accelerations, and shocks that generate loads on components of the prior art regulators as the heavy-duty vehicle travels over the roadway. As a result, the bonnet and/or adjustment screw of the prior art regulators may potentially undergo movement, leading to unintentional changes in the working height of the spring within the bonnet, thereby causing the target pressure for the tires of the heavy-duty vehicle to change or drift away from the preselected target pressure. As a result, the tires of the heavy-duty vehicle may be improperly inflated with and/or without load, potentially reducing fuel economy of the heavy-duty vehicle and/or causing uneven wear and/or reducing the service-life of the tires.

Tire inflation systems have utilized various means to attempt to overcome target pressure drift in prior art mechanical regulators. For instance, some prior art regulators utilize a nut, referred to in the art as a jam nut, attached to a portion of the adjustment screw extending out of the bonnet and tightened down onto the bonnet. However, application and tightening of such jam nuts onto the bonnets of prior art regulators may potentially result in unintentional alteration of the target pressure for the tires of the heavy-duty vehicle. Alternatively, prior art regulators have utilized locking knobs, also referred to as push lock knobs, that engage teeth formed on the bonnet of the prior art regulators to prevent rotation of the knobs when the knobs have been depressed. However, the accuracy of such prior art regulators with locking knobs may potentially be limited because, upon depression of the knob, the teeth of the bonnet can “kick” or cause unintentional rotation of the knob in either direction, thereby increasing or decreasing the pressure setting away from the intended target pressure. Other prior art regulators have utilized adhesive patches applied to the threads of the adjustment screw in order to increase the friction between the opening in the bonnet and the adjustment screw. However, such adhesive patches may potentially decrease in effectiveness or wear out during operation of the heavy-duty vehicle such that drift of the selected target pressure may still occur.

Thus, there is a need for a manually-adjustable mechanical regulator that provides accurate selection and retention of a target fluid pressure at which the regulator maintains the tires and that minimizes or eliminates drift of the target pressure caused by unintended movement of the adjustment screw, increasing operation time of the regulator between system resets and preventing operation of the heavy-duty vehicle with under- or over-inflated tires, thereby reducing maintenance and downtime of the tire inflation system while increasing fuel economy of the heavy-duty vehicle and reducing wear on, preventing damage to, and increasing the service-life of the tires.

Objectives of the present invention include providing a manually-adjustable, mechanical regulator that has accurate selection and retention of a target fluid pressure.

A further objective of the present invention is to provide a manually-adjustable mechanical regulator that maintains the tires at the target fluid pressure and minimizes or eliminates drift of the target pressure.

Yet another objective of the present invention is to provide a manually-adjustable mechanical regulator that has increased operation time between system resets.

These objectives and advantages are obtained by the mechanical fluid pressure regulator, according to the present invention, the regulator comprising: a regulator portion for housing a valve assembly, and a manual adjustment portion. The regulator portion having a supply port for receiving a supply pressure and a delivery port for providing a delivery pressure; the delivery port being in selective fluid communication with the supply port. The adjustment portion having a structure at least partially disposed therein. The structure is adjustable for establishing the delivery pressure at a set target and comprises a locking mechanism. The locking mechanism generating prevailing torque to prevent unintentional adjustment of the structure.

Similar reference characters refer to similar parts throughout.

100 100 1 5 FIGS.- An exemplary embodiment manually-adjustable, mechanical regulator(), according to the present invention, may be incorporated into any suitable tire inflation system (not shown) having a source of fluid pressure (not shown), such as compressed air or nitrogen that may be stored in a pressure vessel or reservoir or supplied by a compressor, as is known. The source of fluid pressure may provide fluid flow or a supply pressure SP to regulator.

100 100 108 120 108 120 108 120 108 120 136 108 120 136 Regulatormay establish and output fluid flow or an output or delivery pressure DP, selectively controlling the flow of fluid pressure to a tire and wheel assembly (not shown) of a heavy-duty vehicle (not shown). Regulatormay be formed as a multi-stage or multi-section relieving regulator having a regulator sectionand a manual operation section. Regulator sectionmay include an upper, open-end portion, to which manual operation sectionmay be attached by any suitable means, such as a threaded connection. Regulator sectionand manual operation sectionmay have respective cylindrical inner surface portions defining respective cavities that may generally be arranged coaxially. It is also contemplated that regulator sectionand manual operation sectioncould be formed as a single component. A regulator diaphragm, formed from any suitable flexible material or materials, such as elastomer, may be disposed between and separate regulator sectionfrom manual operation section. It is also contemplated that a piston may be utilized in place of diaphragm.

108 110 108 112 108 110 112 110 112 112 120 Regulator sectionmay include a supply portin fluid communication with the source of fluid pressure, providing supply pressure SP to the supply port. Regulator sectionmay also include an outlet or delivery portin fluid communication with the tire and wheel assembly. A valve arrangement or assembly (not shown) may be supported within regulator section, as is known, between supply portand delivery port. The valve assembly may be of any suitable type, such as poppet or the like, and may selectively allow or block fluid communication between supply portand delivery port, as is known. The valve assembly may also include a component, such as an exhaust portion (not shown) of a poppet, that selectively allows or blocks fluid communication between delivery portand components of manual operation section, as described below.

120 100 108 120 122 122 143 130 122 126 128 130 128 132 130 132 134 130 134 134 132 136 136 108 In accordance with an important aspect of the present invention, manual operation sectionof regulatormay include structure for selecting or adjusting the target pressure for the tire and wheel assembly of the heavy-duty vehicle and structure for engaging and/or controlling the valve assembly housed within regulator section. In particular, manual operation sectionmay include a bonnetformed from any suitable material, such as metal or composite, but more preferably from zinc or zinc alloy. Bonnetmay be formed with one or more exhaust vents(only one shown) formed through a side of the bonnet to equalize pressure between an internal chamberof the bonnet and the external environment as well as to allow the relieving of delivery pressure DP as described below. Bonnetmay include a threaded openingfor threadably receiving an adjustment screwrotatably disposed through the opening and extending into chamber. Adjustment screwmay be integrally formed with or abut a platform, piston, or spring seatdisposed within chamberadjacent an end of the adjustment screw. Spring seatmay engage or abut an upper end of a coiled adjustment springextending axially along at least a portion of chamber. Springmay provide any suitable compression or spring force, as is known. A lower end of springaxially opposite spring seatmay be in contact with or engage the upper surface of diaphragm. In addition, the lower surface of diaphragmmay engage the component of, or otherwise control the position of, the valve assembly and condition of regulator section.

122 160 160 126 122 130 128 160 162 126 122 130 162 126 164 162 164 128 126 160 164 162 126 122 5 FIG. In accordance with another important aspect of the present invention, bonnetmay include a locking mechanism. In particular, locking mechanismmay be integrally formed about openingof bonnetand extend axially into chamberto provide frictional load to the threads of adjustment screwto prevent drift of the pre-selected target pressure. More particularly, locking mechanismmay be formed as a sectioned or segmented, threaded collarconcentrically about and extending radially inward from openingand axially from bonnetinto chamber. Collarmay be formed with threading tapered relative to openingand may be comprised of a plurality of threaded projections() arranged in a spaced-apart manner that may give the collar a castellated formation. Collarmay have any suitable number of projections. As adjustment screwis threaded through openingand into locking mechanism, each of projectionsflex away from the threads of the adjustment screw, cooperating with the tapered threading to increase the friction between collarand the threads of the adjustment screw such that the load on the threads may correspond to and be controllable by the amount of taper and the spring force generated by the projections, thereby generating prevailing torque and preventing unintentional rotation of the adjustment screw. It is also contemplated that openingof bonnetcould be formed with any appropriate shape or concentric recess, such as hexagonal, square, triangular, or the like, for receiving a correspondingly-shaped fastener component such that a flex lock nut could be attached into the bonnet using any suitable means, such as press fit.

128 134 132 136 136 128 132 134 100 134 136 136 108 128 160 Rotation of adjustment screwmay alter the working height of spring, increasing or decreasing the force reacting against spring seat, attempting to move or compress the spring downwardly or relax the spring, which, in turn, increases or decreases force applied downwardly against diaphragm. The position of diaphragmestablished by adjustment screw, spring seat, and springof regulatorin turn establishes delivery pressure DP provided to, and thus the target fluid pressure within, the tire and wheel assembly. More specifically, downward force of springacting on diaphragmurges or deflects the diaphragm in a downward direction against a force generated by delivery pressure DP. Because diaphragmabuts or engages with a component of the valve assembly within regulator section, downward movement of the diaphragm opens and alters the response of the valve assembly, and thus the regulator section, to delivery pressure DP, such that the more the diaphragm is deflected downwardly the greater the fluid flow through the regulator section and the greater delivery pressure DP must be to oppose the diaphragm. Thus, delivery pressure DP, and the target pressure in the tire and wheel assembly, is increased. The target fluid pressure may typically be a value corresponding to a suitable operational pressure for the tire and wheel assembly for loaded or unloaded conditions of the heavy-duty vehicle, such as from about 70 psi to about 125 psi, more preferably from about 105 psi to about 125 psi. Because adjustment screwpasses through and engages locking mechanism, drift of the preselected target pressure due to vibrations, accelerations, and shocks is minimized or eliminated.

1 3 FIGS.- 2 FIG. 100 100 110 108 112 100 112 128 128 136 134 136 108 110 112 108 110 112 128 132 134 136 136 108 110 112 100 With particular reference to, regulatormay have various operating conditions. In a fill or supply state or condition of regulator, as shown in, fluid flow, the magnitude and direction of which are indicated by arrows, occurs from supply portthrough the valve assembly housed within regulator sectionand out of delivery portto inflate the tire and wheel assembly. The supply condition of regulatorgenerally occurs when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is less than the pre-selected target pressure set by adjustment screw, such as when the heavy-duty vehicle has been parked for an extended period of time. Where fluid pressure in the tire and wheel assembly, and thus delivery pressure DP, is less than the target pressure set by adjustment screw, regulator diaphragmwill be deflected downwardly by the force of the adjustment screw and springacting on the diaphragm. Regulator diaphragm, in turn, will exert a force on a component of the valve assembly within regulator section, such that the regulator section provides fluid flow from supply portto delivery port. Regulator sectionwill continue to provide fluid flow from supply portto delivery portuntil fluid pressure in the tire and wheel assembly achieves the pre-selected target pressure and delivery pressure DP balances the force from adjustment screw, spring seat, and springacting on regulator diaphragm. At that time, regulator diaphragmwill move upwardly, returning to a non-bowed, or balanced, position such that regulator sectionblocks fluid flow from supply portto delivery port, thereby placing regulatorin a balanced state or condition.

100 110 112 143 100 128 112 136 108 100 136 120 128 126 122 120 134 132 134 136 128 132 134 136 108 110 112 143 1 FIG. In the balanced condition of regulator, as shown in, no fluid flow occurs from supply portthrough the valve assembly and out of delivery portor from the delivery port to exhaust vents. The balanced condition of regulatorgenerally occurs when the pressure in the tire and wheel assembly is at or slightly above the pre-selected target pressure set by adjustment screw, such that there is no demand for fluid flow and fluid delivery pressure DP from delivery portto the tire and wheel assembly. In the balanced condition, delivery pressure DP may act on regulator diaphragm, attempting to move the diaphragm upwardly, which would also affect a component of the valve assembly housed within regulator section, and thus the response of the regulator section to the delivery pressure. However, in the balanced condition of regulator, the force generated by delivery pressure DP against regulator diaphragmis counteracted by the sum of forces generated by components within manual operation section. In particular, the rotational position of adjustment screwwithin openingof bonnetof manual operation sectiongenerates a force acting on or compressing springthrough spring seat. Spring, in turn, may act on regulator diaphragm, attempting to move the diaphragm downwardly. In the balanced condition, the force of adjustment screw, spring seat, and springacting against regulator diaphragmcancels the force generated by delivery pressure DP acting upwardly against the diaphragm, thereby preventing regulator sectionfrom providing fluid communication between supply portand delivery portas well as between the delivery port and exhaust vents.

100 112 108 143 100 112 128 136 128 132 134 136 108 112 136 100 143 108 112 143 136 128 132 134 3 FIG. Regulatormay also have an exhaust state or condition, as shown in. In the exhaust condition, fluid flow occurs from the tire and wheel assembly through delivery portand regulator sectionout of exhaust vents, reducing delivery pressure DP, and thus the fluid pressure in the tire and wheel assembly. The exhaust condition of regulatorgenerally occurs when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is greater than the pre-selected target pressure set by adjustment screw, such as when the tire and wheel assembly becomes heated during operation of the heavy-duty vehicle, increasing fluid pressure within the tire and wheel assembly. In the exhaust condition, delivery pressure DP generates a force acting upwardly against regulator diaphragmand overcomes the force established by adjustment screw, spring seat, and spring, deflecting the diaphragm upwardly. Upward deflection of diaphragmcauses the valve assembly within regulator sectionto open, providing fluid flow from delivery portpast regulator diaphragm, exiting regulatorthrough exhaust vents. Regulator sectionwill continue to provide fluid flow between delivery portand exhaust ventsuntil the force generated by delivery pressure DP acting against diaphragmis in balance with the force generated by adjustment screw, spring seat, and springacting downwardly on the diaphragm.

100 122 128 122 160 100 Thus, exemplary embodiment mechanical regulator, according to the present invention, includes bonnetthat cooperates with adjustment screwto provide accurate selection of a target fluid pressure at which the regulator is able to maintain the tire and wheel assembly. In addition, bonnetincludes locking mechanismthat minimizes or eliminates drift of the target pressure to increase operation time of regulatorbetween system resets and prevent operation of the heavy-duty vehicle with under- or over-inflated tires, reducing maintenance and downtime of the tire inflation system while increasing fuel economy of the heavy-duty vehicle and reducing wear on, preventing damage to, and increasing the service-life of the tire and wheel assembly.

200 200 100 100 200 6 8 FIGS.- 1 5 FIGS.- Another exemplary embodiment mechanical regulator(), according to the present invention may be incorporated into any suitable tire inflation system (not shown) having a source of fluid pressure (not shown). Regulatormay be similar in structure, arrangement, and operation to regulator, described above and shown in. As such the description below will be directed to the differences between regulatorand regulator.

200 220 222 222 222 243 230 222 226 227 228 228 229 227 222 226 In particular, regulatormay include manual operation sectionwith a bonnet. Bonnetmay be formed from any suitable material, such as metal or composite, but more preferably from zinc or zinc alloy. Bonnetmay be formed with one or more exhaust vents(only one shown) formed through a side of the bonnet to equalize pressure between an internal chamberof the bonnet and the external environment as well as allow the relieving of delivery pressure DP in a fashion similar to that described above. Bonnetmay include an openingfor receiving a headof an adjustment screwrotatably disposed through the opening. Adjustment screwmay also be formed with an integral flangeextending radially outward from the adjustment screw adjacent headand in contact with or abutting the inside of bonnetabout opening, preventing removal of the adjustment screw through the opening.

228 232 260 230 260 233 232 234 260 228 260 262 233 232 234 262 264 228 233 260 264 262 232 234 230 234 234 232 236 220 208 200 236 208 8 FIG. In accordance with an important aspect of the present invention, adjustment screwmay engage a platform or spring seatformed with an integral locking mechanismand disposed within chamber. In particular, locking mechanismmay be integrally-formed about a threaded openingformed through spring seatand extend axially toward a coiled adjustment springabutting or engaging the spring seat. Locking mechanismprovides frictional load to the threads of adjustment screwto prevent drift of the pre-selected target pressure. More particularly, locking mechanismmay be formed as a sectioned or segmented, threaded collarconcentrically about and extending radially inward from openingand axially from spring seattoward spring. Collarmay be comprised of a plurality of threaded projections() arranged in a manner that give the collar a castellated formation. As adjustment screwis threaded through openingand into locking mechanism, each of projectionsflex away from the threads of the adjustment screw, increasing the friction between collarand the threads of the adjustment screw, thereby generating prevailing torque and preventing unintentional rotation of the adjustment screw. Spring seatmay engage or abut the upper end of adjustment springextending axially along at least a portion of chamber. Springmay provide any suitable compression or spring force, as is known. A lower end of springaxially opposite spring seatmay be in contact with or engage the upper surface of a regulator diaphragmseparating mechanical operation sectionfrom a regulator sectionof regulator. In addition, the lower surface of diaphragmmay engage a component of, or otherwise control the position of a valve assembly disposed within regulator section, and thus the condition of the regulator section.

228 234 232 229 232 236 236 228 232 234 200 136 100 234 236 236 208 228 233 232 260 Rotation of adjustment screwmay alter the working height of springby drawing or pushing spring seattoward or away from flangealong the adjustment screw, decreasing or increasing the force, respectively, reacting against spring seatand attempting to relieve or compress the spring downwardly, which, in turn, decreases or increases force acting downwardly against diaphragm. The position of diaphragmestablished by adjustment screw, spring seat, and springestablishes delivery pressure DP that regulatormay provide to, and thus the target fluid pressure within, the tire and wheel assembly in a manner similar to diaphragmof regulatordiscussed above. More specifically, downward force of springacting on diaphragmurges or deflects the diaphragm in a downward direction against a force generated by delivery pressure DP. Because diaphragmabuts or engages with a component of the valve assembly within regulator section, downward movement of the diaphragm opens the valve assembly and alters the response of the regulator section to delivery pressure DP, such that the more the diaphragm is deflected downwardly the greater the fluid flow through the valve assembly and the greater delivery pressure DP must be to oppose the diaphragm. Thus, delivery pressure DP, and the target pressure within the tire and wheel assembly, is increased. Because adjustment screwpasses through openingof spring seatand engages locking mechanism, drift of the preselected target pressure due to road load vibrations, accelerations, and/or shocks is minimized or eliminated.

200 100 100 200 212 208 228 210 212 200 212 228 100 200 212 228 Regulatormay have balanced, supply, and exhaust conditions that operate similar to those of regulator, described above. Just as with regulator, regulatormay be in the balanced state or condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at a delivery portof regulator section, is at or slightly above the pre-selected target pressure set by adjustment screw, such that there is no demand for fluid flow from a supply portthrough the valve assembly and delivery portto the tire and wheel assembly. Similarly, regulatormay be in a supply state or condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is less than the pre-selected target pressure set by adjustment screw, such as when the heavy-duty vehicle has been parked for an extended period of time. And, as with regulator, regulatormay be in the exhaust condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is greater than the pre-selected target pressure set by adjustment screw, such as when the tire and wheel assembly becomes heated during operation of the heavy-duty vehicle, increasing fluid pressure within the tire and wheel assembly.

200 222 228 232 232 260 Thus, exemplary embodiment mechanical regulator, according to the present invention, includes bonnetthat cooperates with adjustment screwand spring seatto provide accurate selection of a target fluid pressure at which the regulator is able to maintain the tire and wheel assembly. In addition, spring seatincludes locking mechanismthat minimizes or eliminates drift of the target pressure to increase operation time of the regulator between system resets and prevent operation of the heavy-duty vehicle with under- or over-inflated tires, reducing maintenance and downtime of the tire inflation system while increasing fuel economy of the heavy-duty vehicle and reducing wear on, preventing damage to, and increasing the service-life of the tire and wheel assembly.

300 300 100 200 100 200 300 9 10 FIGS.- 1 8 FIGS.- Another exemplary embodiment mechanical regulator(), according to the present invention may be incorporated into any suitable tire inflation system (not shown) having a source of fluid pressure (not shown). Regulatormay be similar in structure, arrangement, and operation to regulators,, described above and shown in. As such the description below will be directed to the differences between regulators,and regulator.

300 320 322 322 322 343 330 322 326 328 328 332 330 332 334 330 334 334 332 336 336 308 300 In particular, regulatormay include manual operation sectionwith a bonnet. Bonnetmay be formed from any suitable material, such as metal or composite, but more preferably from zinc or zinc alloy. Bonnetmay be formed with one or more exhaust vents(only one shown) formed through a side of the bonnet to equalize pressure between an internal chamberof the bonnet and the external environment as well as allow the relieving of delivery pressure DP in a fashion similar to that described above. Bonnetmay include a threaded openingfor receiving an adjustment screwrotatably disposed through the opening. Adjustment screwmay be integrally formed with or abut a platform, piston, or spring seatdisposed within chamberadjacent an end of the adjustment screw. Spring seatmay, in turn, engage or abut an upper end of a coiled adjustment springextending axially along at least a portion of chamber. Springmay provide any suitable compression or spring force, as is known. A lower end of springaxially opposite spring seatmay be in contact with or engage the upper surface of diaphragm. In addition, the lower surface of diaphragmmay engage a component of, or otherwise control the position of, a valve assembly within a regulator sectionof regulator.

322 360 360 326 322 328 360 364 322 330 326 360 364 364 326 328 328 326 In accordance with an important aspect of the present invention, bonnetmay include a locking mechanism. In particular, locking mechanismmay be integrally formed about openingof bonnetto provide frictional load to the threads of adjustment screwto prevent drift of the pre-selected target pressure. More particularly, locking mechanismmay be formed as a series of stampspressed into the top surface of bonnettoward chamberconcentrically about openingin a circumferentially spaced-apart manner. Locking mechanismmay include any suitable number of stamps. Stampscause distortion of the end thread of threaded openingsuch that, as adjustment screwis threaded into and through the opening, the distorted thread increases friction between the opening and the threads of the adjustment screw. As a result, the load on the threads of adjustment screwmay correspond to and be controllable by the amount of interference caused by the distortion of the end thread of opening, thereby generating prevailing torque and preventing unintentional rotation of the adjustment screw.

11 12 FIGS.A-B 11 FIG.B 11 FIG.A 12 FIGS.A-B 326 322 360 370 322 326 364 370 328 364 370 370 328 b a In accordance with another important aspect of the present invention, and with particular reference to, it is contemplated that openingof bonnetcould be formed with any appropriate shape or concentric recess, such as hexagonal, square, triangular, or the like. In such a configuration, locking mechanismmay include a correspondingly-shaped fastener component, such as threaded fastener, attached to bonnetor disposed within openingusing any suitable means, such as press fit. More particularly, stampsmay be formed into the top or bottom surface of fastener, as shown in, to distort one of the end threads of the fastener and create optimal interference between the threads of adjustment screwand the fastener. Alternatively, stampsmay be formed into one or more sides of fastener, as shown in, to distort the threads near the mid-point of the fastener. It is also contemplated that fastenercould have two or more sides of the fastener distorted, as shown in, to create, for example, an obround or triangular thread within the fastener and create optimal interference between the threads of adjustment screwand the fastener.

100 200 328 334 332 336 336 328 332 334 300 334 336 336 308 328 360 Similar to regulators,, described above, rotation of adjustment screwmay alter the working height of spring, increasing or decreasing the force reacting against spring seat, attempting to move or compress the spring downwardly or relax the spring, which, in turn, increases or decreases force applied downwardly against diaphragm. The position of diaphragmestablished by adjustment screw, spring seat, and springof regulator, in turn, establishes delivery pressure DP provided to, and thus the target fluid pressure within, the tire and wheel assembly (not shown). More specifically, downward force of springacting on diaphragmurges or deflects the diaphragm in a downward direction against a force generated by delivery pressure DP. Because diaphragmabuts or engages with a component of the valve assembly within regulator section, downward movement of the diaphragm opens and alters the response of the valve assembly, and thus the regulator section, to delivery pressure DP, such that the more the diaphragm is deflected downwardly the greater the fluid flow through the regulator section and the greater delivery pressure DP must be to oppose the diaphragm. Thus, delivery pressure DP, and the target pressure in the tire and wheel assembly, is increased. The target fluid pressure may typically be a value corresponding to a suitable operational pressure for the tire and wheel assembly for loaded or unloaded conditions of the heavy-duty vehicle, such as from about 70 psi to about 125 psi, more preferably from about 105 psi to about 125 psi. Because adjustment screwpasses through and engages locking mechanism, drift of the preselected target pressure due to vibrations, accelerations, and shocks is minimized or eliminated.

300 100 200 100 200 300 312 308 328 310 300 312 328 100 200 300 312 328 Regulatormay have balanced, supply, and exhaust conditions that operate similar to those of regulators,, described above. Just as with regulators,, regulatormay be in the balanced state or condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at a delivery portof regulator section, is at or slightly above the pre-selected target pressure set by adjustment screw, such that there is no demand for fluid flow from a supply portthrough the regulator section and delivery port to the tire and wheel assembly. Similarly, regulatormay be in a supply state or condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is less than the pre-selected target pressure set by adjustment screw, such as when the heavy-duty vehicle has been parked for an extended period of time. And, as with regulators,, regulatormay be in the exhaust condition when the fluid pressure in the tire and wheel assembly, and thus delivery pressure DP at delivery port, is greater than the pre-selected target pressure set by adjustment screw, such as when the tire and wheel assembly becomes heated during operation of the heavy-duty vehicle, increasing fluid pressure within the tire and wheel assembly.

300 322 360 328 332 Thus, exemplary embodiment mechanical regulator, according to the present invention, includes bonnetwith locking mechanismthat cooperates with adjustment screwand spring seatto provide accurate selection of a target fluid pressure at which the regulator is able to maintain the tire and wheel assembly, minimizing or eliminating drift of the target pressure, increasing operation time of the regulator between system resets and preventing operation of the heavy-duty vehicle with under- or over-inflated tires, thereby reducing maintenance and downtime of the tire inflation system while increasing fuel economy of the heavy-duty vehicle and reducing wear on, preventing damage to, and increasing the service-life of the tire and wheel assembly.

100 200 300 100 200 300 136 236 336 100 200 300 122 322 232 It is to be understood that mechanical regulators,,according to the present invention, may be incorporated into all types of tire inflation systems, including systems utilized on heavy-duty vehicles with single or dual tire configurations and multiple axles, without affecting the concept or operation of the present invention. It is also to be understood that the structure and operation of regulators,,according to the present invention, may be altered or rearranged, or certain components omitted or added, without affecting the overall concept or operation. For example, pistons may be utilized in place of regulator diaphragms,,of regulators,,, respectively. In addition, bonnets,and/or spring seatmay be utilized with any suitable regulator other than those shown and described.

100 200 300 Accordingly, regulators,,of the present invention are simplified; provide an effective, safe, inexpensive, and efficient structure and method, which achieve all the enumerated objectives; provide for eliminating difficulties encountered with prior art regulators; and solve problems and obtain new results in the art.

In the foregoing description, certain terms have been used for brevity, clarity, and understanding, but no unnecessary limitations are to be implied therefrom beyond the requirements of the prior art because such terms are used for descriptive purposes and are intended to be broadly construed. Moreover, the description and illustrations of the invention are by way of example, and the scope of the invention is not limited to the exact details shown or described.

Having now described the features, discoveries, and principles of the invention; the manner in which the regulators are used and installed; the characteristics of the construction, arrangement, and method steps; and the advantageous, new, and useful results obtained, the new and useful structures, devices, elements, arrangements, process, parts, and combinations are set forth in the appended claims.